WO2003042514A1

WO2003042514A1 - Proportional valve

Info

Publication number: WO2003042514A1
Application number: PCT/DE2002/003392
Authority: WO
Inventors: Roland Schmidt; Gerta Rocklage; Dirk Vollmer; Nizar Taghouti; Claude Berling
Original assignee: Robert Bosch Gmbh
Priority date: 2001-11-10
Filing date: 2002-09-12
Publication date: 2003-05-22
Also published as: DE10155387A1

Abstract

The invention relates to a valve, more particularly a valve for controlling volume flows in heating and/or cooling systems (10) of a motor vehicle. Said valve comprises a housing (56, 120, 140) and a valve chamber (58, 129, 150), at least one inlet channel (84, 122, 144) and at least one outlet channel (86, 126, 144,) branching off from said chamber, in addition to at least one valve member (74, 130, 152) cooperating with at least one valve seat (91, 131, 158) of the valve chamber (58, 129, 150) and an actuator (64, 128, 154) driven by a control unit (38), which sets the at least one valve member (74, 130, 152) of the valve to a manipulated variable predetermined by the control unit. According to the invention, at least one volume flow passing through the valve (34, 36, 54, 119, 140) is proportional to the manipulated variable of the valve member (74, 130, 152). The invention also relates to a cooling and heating circuit (10) of a motor vehicle using at least one of said valves (34, 36, 54, 119, 140).

Description

proposed to replace the previous, usually used thermostatic valves in the future.

A temperature control device for the coolant of internal combustion engines is known from DE 35 16 502 AI, which has a coolant control valve in the feed line or the bypass line of a cooling circuit, which valve can be actuated by means of a servomotor depending on, for example, the coolant temperature. The servomotor consists of an electric actuator, the output-side actuator is gearingly connected to a valve closure member of the coolant control valve. A control element is assigned to the valve, to which individual characteristic map variables, in particular the coolant temperature and the outside temperature, detected by sensors of the internal combustion engine can be supplied.

DE 41 09 498 AI proposes a device for regulating the temperature of an internal combustion engine, which is provided with a cooling device and a control device influencing it. Depending on different operating parameters of the internal combustion engine, the control device is given different temperature setpoints which are stored as data in the control device. In addition, there is a so-called setpoint generator in the control device, which specifies different ranges, for example temperature setpoints, to the control device depending on different operating conditions of the motor vehicle.

Advantages of the invention

The valve according to the invention with the features of independent claim 1 has the advantage that the volume flow regulated by the valve is ideally directly proportional to a manipulated variable of the valve. The Depending on a setpoint, the valve drive adjusts the opening of the valve so that the volume flow through the valve is as linearly proportional as possible to the manipulated variable. This behavior can be achieved by suitable application, which is possible with the valve according to the invention. The adjustment of the valve member or the change does not have the ^{Öffnungsquerschitts'} of the valve necessarily proportional with- the control signal of the valve vary.

A cooling and / or heating circuit with such a valve according to the invention, which enables an exact, needs-based adjustment of the coolant volume flows, can contribute to a reduced fuel consumption of the engine as well as to a reduced pollutant emissions and an improved service life of the internal combustion engine. In particular, the thermal efficiency of the cooling and heating circuit of a vehicle can also improve the efficiency of the drive motor.

The measures listed in the dependent claims allow advantageous developments and improvements of the valve specified in the main claims or of the cooling and heating system with such a valve. The control characteristic can advantageously be stored in the control unit of the valve by means of a linear characteristic curve between the released volume flow and its control characteristic or a corresponding characteristic map, so that exact control of the coolant volume flows flowing through the valve and thus precise knowledge of the cooling capacity of the cooling and / or Heizkreislau s is guaranteed. The application of characteristics other than linear is also possible to a limited extent. The manipulated variable for the valve is advantageously derived from the operating parameters of the engine or from its environmental parameters. In this way, temperature sensors can forward the current engine temperature or coolant temperature to the control unit, which compares these values, for example, with theoretical models of the engine temperature. If a deviation of the actual temperature from the target temperature is determined, the control unit calculates a new control value for the valve, which leads to an adaptation of the actual temperature to the target temperature.

In addition to the pure temperature data, other parameters of the internal combustion engine can also be used for the active valve position. For example, the temperature control can also be supplied with the detection of the pollutant emission of the internal combustion engine, so that the temperature is also kept in a range which is favorable for the pollutant emission.

The valve according to the invention advantageously has a position detection for the position of the valve member, which reports the current valve position to the control unit of the valve. After reaching the valve position specified by the control unit to optimize, for example, the engine temperature or the pollutant emission, the control device receives feedback from a desired position of the valve position, so that the valve can be switched off in a corresponding embodiment, for example when the desired position has been reached. The valve holds the valve member self-locking, for example via a gear in the approached position, until the control unit detects and initiates another change in the valve cross-section. The position can be advantageously detected by a magnetic method, for example using a Hall sensor on the valve train, by an inductive method or by an optical method, for example in the manner of a light barrier. Further methods for position detection known to the person skilled in the art can likewise be used in the valve according to the invention.

The actuator of the valve, which drives the valve member, can be set by an electric drive. This drive in the form of a motor, in particular a direct-current motor, allows the desired positioning position of the valve to be approached precisely, so that a defined opening cross section of the valve results. The electric motor can also be a stepper motor, for example, which advantageously enables the exact and defined movement of the valve member.

A compact design of the valve according to the invention results if the drive of the valve is integrated in the valve itself, that is to say it forms a structural unit with the valve. For this purpose, it can be advantageous that a gear, which can be arranged between the valve member and its electric drive to increase the positioning accuracy of the valve, is integrated into the valve such that the coolant flows around it. The gearbox can also take on the task of holding the valve member in the approached position so that the valve can be operated without current for this time.

Such a gear designed as a wet-running gear does not have to be sealed separately, so that there is no need for seals with wear. In this embodiment there is thus a further risk factor for the failure. of the gearbox and thus the valve. In order to statically seal the entire system, i.e. the valve and drive, the housing can be welded, for example, or a sealing ring can also be used according to conventional technology. This type of seal is easy to control and is not subject to wear and tear which results in system leaks.

An advantageous embodiment of the valve according to the invention is obtained if the characteristic curves for the valve stored in the control unit of the control unit are freely programmable and thus variable. This enables a high flexibility of the valve for different areas of application. In particular, the control device for the valve according to the invention can also be the engine control device, since it has a large number of operating and

Environmental parameters are supplied. These parameters can be used to infer an optimized engine temperature, to achieve which the coolant temperature can be adjusted in a corresponding manner, for example by mixing two different temperature levels. The control unit then determines the required valve position to achieve this temperature from the desired coolant temperature and sends a corresponding manipulated variable to the valve drive, which then adjusts the valve member.

A cooling circuit with several degrees of freedom can advantageously be implemented with the valve according to the invention. In such a refrigeration cycle, a corresponding control device can control both a plurality of valves according to the invention, as well as, for example, to drive an electrically-controlled coolant pump and a cooling fan and ^'thus optimize the operation of the cooling circuit. drawing

In the drawing, several embodiments of the valve according to the invention are shown, which are explained in more detail in the following description. The figures of the drawing, their description and the claims contain numerous features in combination. A person skilled in the art will also consider these features individually and combine them into further, meaningful combinations.

Show it :

1 shows a cooling system for a motor with electrically driven valves according to the invention in a simplified, schematic representation,

FIG. 2 shows a first exemplary embodiment of a valve according to the invention in a schematic illustration in longitudinal section,

Figure 3 shows a second embodiment of a valve according to the invention in a perspective view.

Figure 4 shows the second embodiment of a valve according to the invention according to Figure 3 in longitudinal section in a first valve position.

Figure 5 shows the second embodiment of a valve according to the invention according to Figure 3 in longitudinal section in a second valve position.

Figure 6 shows the second embodiment of a valve according to the invention according to Figure 3 in longitudinal section in a third valve position. Figure 7 shows a third embodiment of a valve according to the invention in an overview in perspective.

Figure 8 shows the third embodiment of Figure 7 in detail in a first valve position.

Figure 9 shows the third embodiment of a valve according to the invention according to Figure 7 and Figure 8 in

Detail in a second valve position.

Figure 10 shows the third embodiment of a valve according to the invention according to Figures 7,8 and 9 in detail in a third valve position.

Description of the embodiments

1 shows a simplified, schematic illustration of a cooling and heating circuit 10 for cooling an engine 12. The engine 12 has a coolant inlet 14 and a coolant outlet 16, which is connected to a cooler 20 of the cooling circuit 10 via a return line 18 and a cooler inlet 19. The radiator 20 is in turn connected to the coolant inlet 14 of the engine 12 via a radiator outlet 21 and a connecting line 28. A coolant pump 30 is located in the connecting line 28 for circulating the coolant in the cooling circuit 10 of the internal combustion engine 12.

To increase the cooling capacity of cooling system 10, cooling fan 22 is assigned a cooling fan 22, which consists of a fan 24 and a motor 26 driving it. A bypass line 32 is connected in parallel with the cooler 20 between the return line 18 and the connecting line 28 via a branch 33. For the relative distribution of the coolant flow through the cooler 20 or Bypass line 32 is in the bypass line 32, a bypass valve 34, which is implemented in the cooling circuit 10 shown in Figure 1 as a two-way throttle valve. Similarly, there is a two-way cooler valve 36 in the return line 18, between the bypass line 32 and the cooler 20.

In alternative configurations of a cooling circuit for the internal combustion engine 12, instead of the bypass valve 34 and the cooling valve 36, a three-way mixing valve can also be provided as a control valve for the bypass line 32 and the return line 18. The three-way mixing valve can then advantageously also directly take over the function of the branch 33.

The valves in the exemplary embodiment in FIG. 1 are controlled by a control unit, which is shown as control unit 38 in this exemplary embodiment. The control unit 38 can also be the engine control unit of the vehicle, for example. In the following, the valve electronics are also to be counted as part of the control unit, so that, for example, a characteristic curve for the valve control stored in the control unit can also be stored in the valve electronics. In particular, these valves can be, for example, hydraulic, pneumatic or also electrically driven valves.

Current parameters of the cooling circuit or of the engine are supplied to the control unit 38 by various sensors, which are not shown in FIG. 1 for the sake of clarity. Control stored data are compared to determine appropriate manipulated variables for the active components of the cooling circuit. In addition to the parameters of the cooling circuit, such as, for example, the coolant temperature, the engine temperature, possibly determined at various points on the engine, is also transmitted to the control unit 38. As Further input signals for the control unit, the fuel consumption and the pollutant emission of the internal combustion engine can also be transmitted to the control unit.

In this exemplary embodiment, the control unit 38 also serves to control both the cooling fan 22 and the coolant pump 30 as required. In particular, the control unit 38 calculates a manipulated variable for the actuators of the valves 34 and 36 in order to optimize the current actual engine temperature to the optimum Set target motor temperature. The actuators of the valves of the cooling and heating circuit 10 are activated in such a way that the volume flow regulated by the valves is as linearly proportional as possible to the manipulated variable for the respective actuator. In this way, the valve can be set exactly according to the specifications of the control unit, the coolant volume flow can be adapted very precisely to the specifications, for example a temperature model for the engine stored in the control unit.

To set the optimal motor temperature, the relative

Coolant volume flow controlled by the cooler 20 or bypass line 32. For example, the cooler valve 36 can be completely closed in the starting phase of the engine 12 and the bypass valve 34 can be completely opened. In this way, the optimum working temperature of the engine 12 can be reached quickly, which is associated with a lower fuel consumption and with a lower pollutant emission of the engine. After the optimum engine temperature has been reached, the radiator valve 36 is opened and the bypass valve 34 is correspondingly partially closed, so that the excess thermal energy generated by the engine 12 is exceeded the cooler 20 and the cooling fan 22 can be released to the environment.

Parallel to the motor DES exemplary embodiment of FIG 1 ^'in the cooling circuit 10, an additional heating branch 40 of the cooling and heating system 10 exists. In this heating branch 40, part of the heated coolant emerging from the engine 12 is used in order to use the heat energy stored in the hot coolant for heating, for example a vehicle interior, not shown, via a heating heat exchanger 42. The need-based control of the heating function is indicated schematically in FIG. 1 only by a heating valve 44. The heating valve 44 is in

Embodiment of Figure 1 as well as the cooler valve 36 and the bypass valve 34 controlled by the control unit 38.

FIG. 2 shows a first exemplary embodiment of a valve according to the invention. The valve according to the invention has a drive 50 which can be controlled or regulated via a signal and supply line 52 by a control device 38 (not shown in FIG. 2).

The valve 54 according to the invention shown in FIG. 2 has a valve housing 56 with a valve chamber 58 and a gear housing 60 connected in one piece to the valve housing, to which in turn an electric motor 62 is attached. In the valve chamber 58 there is a shaft 64, which in this exemplary embodiment is arranged eccentrically to the openings of the valve chamber 58. The shaft 64 runs in two bearings 66 and 68 and is guided through the valve housing 56 into a gear chamber 70 of the gear housing 60. On the shaft 64 of the valve 54 according to the invention, two valve members are axially spaced in Form of valve flaps 72 and 74, which each have a valve sealing head 76 or 78 and a valve rod 80 or 82.

In the exemplary embodiment shown in FIG. 2, the valve flaps 72 and 74 are each formed in one piece. An additional joint between the valve linkage and the associated valve sealing head is also possible.

The valve chamber 58 has an inlet channel 84 and two outlet channels 86 and 88, of which only the inlet channel 84 with the associated valve opening 90 and valve seat 91 can be seen in FIG. 2. The first outlet duct 86 is controlled by the valve flap 74 and, like the second outlet duct 88, is located on the side of the shaft 64 of the valve housing 58 opposite the inlet duct 84. The outlet duct 86 and the second outlet duct 88 each open into one - likewise in FIG. 2 not shown - valve opening 92 and 94 of Ventilka mer 58. With a changed flow to the valve, two inlet channels 86 and 88 and a single outlet channel 84 could result for the valve according to the invention.

In the illustrated exemplary embodiment of the valve 54 according to the invention, the gear housing 60 is formed in one piece with the valve housing 56. A gear 96 for the driving motor 62 is accommodated in the gear space 70 of the gear housing 60. In the exemplary embodiment, the transmission 96 consists of three gear wheels 98, 100 and 102, which transmit the torque of the electric motor 62 to the shaft 64 of the valve 54 according to the invention. For this purpose, the gear 102 is firmly connected to the drive shaft 104 of the electric motor 62. The torque of the electric motor 62 becomes corresponding with the intermediate gear 100 Transfer speed ratio to the gear 98, which in turn is fixedly mounted on the shaft 64 of the valve 54.

Gearwheels other than those shown in FIG. 2 are also conceivable for driving the shaft 64. In particular, a self-locking transmission on the output side can be used in an advantageous manner, since this transmission allows a position of the valve elements that has been set once, without external control _. can be held automatically.

In the exemplary embodiment of the valve according to the invention, the gear chamber 70 is not sealed off from the valve chamber 58, so that the gear 96 works in the fluid to be regulated. A gap-containing disk 106, which can be made of rubber or another material and through which the shaft 64 of the valve 54 is guided, keeps coarse dirt particles, which can be in the cooling medium, away from the wet-running gear 96. If necessary, pressure equalization can also be achieved through a fine sieve or membrane.

The gear chamber 70 is closed by a housing cover 108 and an O-ring 11, which lies between the gear housing 60 and the housing cover 108 and statically seals the gear chamber 70.

In the illustrated embodiment, the housing cover 108 of the gear housing 60 also carries the electric motor 62, which drives the shaft 64 of the valve 54. In the exemplary embodiment, the housing 112 of the electric motor 62 is formed in one piece on the housing cover 108 of the gear housing 60. Alternatively, the motor housing 112 can also be screwed, riveted, glued, or other fastening methods known to the person skilled in the art to the gear housing 60 or elsewhere on the valve 54 attach so that the actuator 50 of the valve 54 according to the invention is integrated into the valve.

The electric motor 62 of the exemplary embodiment shown in FIG. 2 is a brushless DC motor working in the cooling fluid. The rotor of the electric motor 62, which is not explicitly shown in FIG. 2, is thus not sealed against the gear 96 and the cooling fluid located in the gear space 70.

FIG. 3 shows an overview of a further exemplary embodiment of a valve according to the invention. The valve 118 essentially consists of a valve housing 120 and a valve member arranged therein in the form of a throttle body. The valve housing has an inlet channel 122, a first outlet channel 124, which is connected to a bypass line according to the bypass line 32 from FIG. 1, and a second outlet channel 126, which enables a connection of the inlet channel 122, for example, to a cooler 20 of the cooling and heating circuit 10 , A drive shaft 128 is guided out of the valve housing 120 and can drive the valve in the manner according to the invention via a drive.

FIG. 4 shows the exemplary embodiment of the valve according to the invention according to FIG. 3 in a cut-away representation, which enables the function of the valve to be described. At the confluence of the one inlet channel 122 with the two outlet channels 124 and 126, respectively, is the actual valve chamber 129, in which a cylindrical throttle body 130 is adjustably arranged. For the adjustment of the throttle body 130, the shaft connected to the throttle body is guided out of the valve housing 120 out 128 and connected via a gear mechanism ^'132 to a motor 134th The drive motor 134 of the valve is in one Motor housing 136 housed, which also serves as a support element for the valve housing 120. Contacting means 138 are also attached to the motor housing 136 and can ensure transmission of the manipulated variable for the valve and energy supply to the valve. The valve and the drive motor thus form an integral unit.

FIG. 4 shows the valve according to the invention in a position in which the outlet channel 126, which leads to the cooler 20 of the cooling and heating system 10 according to FIG. 1, is completely open. The outlet channel 124, which enables the branching of a coolant volume flow parallel to the cooler 20 through a bypass line 32, is completely closed. In this position, the entire coolant volume flow would flow through the cooler, so that a maximum cooling of the coolant can be made possible.

Figure 5 shows the valve according to the invention in the complementary position. The inlet duct 122 is connected to the bypass outlet duct 124. The throttle body 130 of the valve is set so that the radiator outlet duct 126 is closed.

FIG. 6 shows the present embodiment of the valve according to the invention in a central position, which connects both the bypass outlet channel 124 and the cooler outlet channel 126 to the inlet channel. In this position of the valve according to the invention, a partial volume flow of the coolant flowing into the valve flows through the cooler 20 of the cooling circuit 10 and the second partial volume flow through the bypass line 32.

Due to the special shape of the throttle element and the linear characteristic of the valve, it is very precise Regulation of the coolant volume flows and thus the coolant temperature or the engine temperature possible.

In the event of a non-optimal operating temperature of the engine, the valve receives an actuating pulse in order to rotate the roller-shaped throttle body 130 in accordance with the manipulated variable determined by the control device 38 in order to change the opening cross section of the valve. After reaching the predetermined by the control unit 38 adjusting the ^'control unit receives by a displacement sensor of the valve, which may be mounted, for example, on the drive shaft 128 a response of the valve on the current valve position. The gear keeps the throttle body self-locking in the approached position, so that the valve can then advantageously be switched off. After a response time from the temperature sensor, the operating temperature is queried again by the control unit, which can result in a renewed change in the opening cross section of the valve. The optimum operating temperature can thus be set with a very short response time, for example by comparison with a temperature profile stored in the control unit.

FIGS. 7 to 10 show a further, alternative embodiment of the valve according to the invention. FIG. 7 shows an overview of the valve 140, which is designed as an oblique seat valve, whereas FIGS. 8 to 10 show a cut-open valve 140 in different valve positions. Compared to, for example, a thermostatic valve, which is still used in automobiles for temperature control, the angle seat valve also has the advantage, in addition to the exact adjustability, that it has a significantly lower pressure loss in one direction of adjustment has what goes hand in hand with an advantageous reduction in the required pump capacity of a coolant pump arranged in the cooling circuit.

The valve 140 has a valve housing 142, in which an inlet duct 144 into and ^• or 148 perform two outlet 146 back out. The outlet channel 146 can be connected to a bypass line, as shown in FIG. 1 using the bypass line 32. The second outlet channel 148 connects the inlet channel 144 with a corresponding position of the valve to a cooler of the cooling circuit, as is shown, for example, as a cooler 20 in the heating and cooling system 10 of FIG. 1. A valve chamber 150 in the valve 140 according to the invention enables the branching of the coolant volume flow within the valve. A valve member 152 is arranged in the valve chamber 150, and its position in the valve chamber 150 can be varied via a lifting rod 154. Valve seats 156 and 158 ^" for the valve member 152 are each formed in one piece with the valve housing 142 and make it possible, optionally, to completely close one of the outlet channels 146 and 148, respectively.

The lifting rod 154 is guided out of the valve housing 142 by means of a sealant 160 and can be set by an external drive 162. In particular, this drive 162 can be a stepper motor, which enables the valve member 152 to be positioned very precisely within the valve chamber 150. The drive 162 is connected to a control unit 38 via a signal line 164, which can also be used as a supply line. The control and regulation of the valve 140 according to the invention according to the embodiment in FIGS. 7 to 10 takes place on the one previously, in connection with the others Embodiments,. Described manner and therefore should not be repeated here explicitly.

FIG. 8 shows the valve 140 with the cooler outlet channel 148 fully open, so that the entire coolant volume flow can be passed through a cooler. The bypass outlet channel 146 is closed in this position of the valve 140 by the valve member 152.

FIG. 9 shows a position of the valve 140 that is complementary to FIG. 8. The valve inlet 144 is connected to the bypass outlet channel 146 via the valve chamber 150. The radiator outlet channel 148 is completely closed by the valve member 152, which is seated on the valve seat 158. The valve member 152 closes the valve chamber 150 in such a way that the volume flow on the side of the valve member 152 facing the valve chamber 150 is deflected and its direction of flow changes.

FIG. 10 shows the valve according to the invention in the embodiment according to FIG. 7 in an intermediate position, which allows the coolant volume flow entering the valve 140 to be distributed over the two outlet channels 146 and 148, respectively. For this purpose, the valve member 152, mediated by the lifting rod 154, assumes a defined intermediate position in the valve chamber 150 in accordance with the specifications of the manipulated variable of the control device 38. This intermediate position of the valve member 152 makes it possible, for example, to regulate the ratio of the coolant volume flows through the valve in accordance with a required engine inlet temperature of the coolant in order to achieve a defined, predetermined coolant temperature or operating temperature for the engine. The valve according to the invention is not limited to the embodiments described in the figures.

In particular, the valve according to the invention is not limited to the use of an electrical, external drive. It is also possible to use a hydraulic, pneumatic, or other type of drive for the valve.

The valve according to the invention is not limited to the shown embodiments of a three-way valve. Any valve configurations can be implemented, of which only the form of a 2-way throttle valve or a 4-way mixing valve should be mentioned here as an example.

The valve according to the invention is not limited to use as a bypass valve in a cooling or heating circuit of a vehicle engine.

Claims

Expectations

1. Valve, in particular for controlling volume flows in the heating and / or cooling system (10) of a motor vehicle, with a valve housing (56, 120, 140) ^• and a valve chamber (58, 129, 150), of which at least one inlet channel (84, 122, 144) and branch off at least one outlet channel (86, 126, 144,), and with at least one valve member (74, 130, 152) which interacts with at least one valve seat (91, 131, 158) of the valve chamber (58, 129, 150), and with an actuator (64, 128, 154) driven by a control unit (38), which sets the at least one valve member (74, 130, 152) of the valve in accordance with a manipulated variable specified by the control unit, characterized in that the volume flow through the valve is essentially proportional to the manipulated variable of the valve member.

2. Valve according to claim 1, characterized in that in the control unit (38) at least one characteristic curve for controlling the valve is stored, which enables the at least one valve member (74, 130, 152) to be controlled such that the volume flow through the valve is proportional to that Manipulated variable of the at least one valve member (74, 130, 152).

3. Valve according to claim 1 or 2, characterized in that means (38, 39) are present which regulate the manipulated variable for the actuator (64, 128, 154) as a function of operating parameters and / or environmental parameters of the engine (12), in particular the engine temperature and / or the

Determine coolant temperature at at least one characteristic point.

4. Valve according to one of claims 1 to 3, characterized in that the valve detects a position

(74,130,152) for the at least one valve member

(74,130,152), which shows the current valve position of the

Control unit (38) makes accessible.

5. Valve according to one of the preceding claims, characterized in that the actuator (64, 128, 154) of the at least one valve member (74, 130, 152) has an electric drive (62, 134, 162).

6. Valve according to claim 5, characterized in that the electric drive (62, 134, 162) is integrated in the valve or is permanently connected to it.

7. Valve according to claim 5 or 6, characterized in that between the at least one valve member (74, 130, 152) and the electric drive (62, 134, 162) of the valve there is a gear (96, 132), in particular a self-locking gear.

8. Valve according to claim 7, characterized in that the transmission (96) is washed by a volume flow of the coolant.

9. Valve according to one of the preceding claims, characterized in that the control unit (38) is programmable for different valve characteristics.

10. Valve according to claim 9, characterized in that the control unit comprises a control unit (38), in particular an engine control unit.

11. Valve according to one of the preceding claims, characterized in that the valve is a plug valve (119), is in particular a plug valve with a cylindrical or conical actuating body (130).

12. Valve according to one of claims 1 to 11, characterized in that the valve is an oblique seat valve (140).

13. Valve according to one of claims 1 to 11, characterized in that the valve is an eccentric valve (54).

14. Valve according to one of claims 11 to 13, characterized in that the valve chamber (58, 129, 150), of the valve (54, 119, 140) has a second outlet or inlet channel (88, 124, 146) with an associated valve seat (131, 156).

15. cooling and heating circuit (10) with at least one heat source (12), a cooler (20) and a bypass line (32), which connects a cooler inlet (19) with a cooler return (21) and at least one branch (33 ) at least one control valve (34,36,54,119,140) is arranged, the at least one valve member (74,130,152) depending on operating parameters and / or

Ambient parameters can be controlled by at least one control unit (38) and divides the coolant flow between the cooler inlet (19) and the bypass line (32), characterized in that in the control unit (38) at least one characteristic curve for controlling the valve (34,36,54,119,140 ) is stored, which allows the valve member (74, 130, 152) to be controlled such that the volume flow through the valve (34, 36, 54, 119, 140) is proportional to the manipulated variable of the valve member (74, 130, -152).